ENGINE 4A-FE ENGINE

ENGINE
145EG02 145EG01
145EG04 145EG03
30
4A-FE ENGINE (STOICHIOMETRIC)
JDESCRIPTION
The intake and exhaust systems of the 4A-FE engine for the Europe model have been revised to improve en-
gine performance. In addition, the engine control system has been revised to reduce the exhaust emissions.
The 4A-FE engine for General Countries has improved its torque in the low- to mid-speed range by revising
its intake manifold.
" For Europe A
" For General Countries A
EG
ENGINE 4A-FE ENGINE
145EG10
145EG09
160
140
120
100
N
.
m
T
o
r
q
u
e
kW
90
80
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
O
u
t
p
u
t
160
140
120
100
N
.
m
T
o
r
q
u
e
kW
90
80
70
60
50
40
30
20
10
0
O
u
t
p
u
t
1000 2000 3000 4000 5000 60007000
Engine Speed (rpm)
: New
: Previous
31
JENGINE SPECIFICATIONS AND PERFORMANCE CURVES
4A-FE Engine
Item
New Previous
No. of Cyls. & Arrangement 4-Cylinder, In-Line z
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
z
Combustion Chamber Pentroof Type z
Manifold Cross-Flow z
Fuel System EFI z
Displacement cm
3
(cu. in.) 1587 (96.8) z
Bore x Stroke mm (in.) 81.0 x 77.0 (3.19 x 3.03) z
Compression Ratio 9.5 : 1 z
Max. Output [EEC] 81 kW@6000 rpm
78 kW@6000 rpm*
1
81 kW@6000 rpm*
2
Max. Torque [EEC] 145 N
.
m@4800 rpm
137 N
.
m@4800 X 5400 rpm*
1
142 N
.
m@4800 rpm*
2
Intake
Open 6_BTDC z
Valve
Intake
Close 46_ABDC z
Timing
Exhaust
Open 38_BBDC z
Exhaust
Close 6_ATDC z
Fuel Octane Number (RON) 95*
1
, 90 or 95*
2
z
Oil Grade
API SH EC-II,
SJ EC or ILSAC
z
*
1
: Models for Europe
*
2
: Models for General Countries
" For Europe A " For General Countries A
ENGINE 4A-FE ENGINE 32
JMAJOR DIFFERENCES
The following changes have been made to the 4A-FE Engine.
Item Features Europe
General
Countries
Cooling System An aluminum radiator core is used for weight reduction. f f
The ports of the intake manifold have been extended to
improve torque in the low-to mid-speed range.
f f
A dual exhaust manifold has been adopted to improve
engine performance.
f
Intake and
Exhaust System
D A ball joint has been adopted in the front exhaust pipe
to reduce noise and vibration.
D The internal construction of the main muffler has been
optimized to improve its quietness and reduce the
exhaust pressure.
D The support of the main muffler has been changed
from the 3-point to 2-point support to reduce the noise
and vibration that are transmitted to the body.
f f
Fuel System
A fuel returnless system has been adopted to reduce
evaporative emissions.
f
Engine Control
System
D The fuel injection system is changed from a 2-group
injection type to sequential multiport fuel injection
type.
D The power steering idle-up control has been changed
from the system using an air control valve to the one
using a pressure switch and an ISC valve.
D The radiator cooling fan is now controlled by the
engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is
adopted.
f
EG
ENGINE 4A-FE ENGINE
145EG13
145EG14
33
JINTAKE AND EXHAUST SYSTEM
1. Intake Manifold
D The intake manifold has been integrated with
the intake air chamber for weight reduction.
D The length of the intake port has been opti-
mized to improve the torque in the low-to mid-
range engine speed.
2. Exhaust Manifold
A dual exhaust manifold made of stainless steel
has been adopted to improve engine performance.
ENGINE 4A-FE ENGINE
145EG16 145EG15
Front Exhaust Pipe
Gasket
Spring
Bolt
Outlet Pipe
Exhaust Gas
: Extended Portion
Main Muffler
Ball Joint
145EG33
Injector
Pulsation
Dumper
Delivery Pipe
Pressure
Regulator
Fuel Tank
Fuel
Filter
Fuel
Pump
New
Injector
Pressure
Regulator
Fuel
Filter
Delivery Pipe
Fuel
Return
Pipe
Fuel Tank
Fuel
Pump
Previous
Fuel
Filter
34
3. Exhaust Pipe
D A ball joint has been adopted in the front exhaust pipe to reduce noise and vibration transmitted to the ex-
haust pipe.
D The outlet pipe in the main muffler has been extended and various components have been optimally lo-
cated to improve quietness and reduce the exhaust pressure.
JFUEL SYSTEM
1. Fuel Returnless System
The new Avensis has adopted a fuel returnless system to reduce evaporative emissions. With the pressure
regulator housed inside the fuel tank, this system eliminates the return of fuel from the engine area.
EG
ENGINE 4A-FE ENGINE 35
JENGINE CONTROL SYSTEM (BOSCH TYPE)
1. General
The (Bosch Type) engine control system of the 4A-FE engine for the Europe model has adopted the Sequen-
tial Multiport fuel injection system and the M-OBD (Multiplex On-Board Diagnosis) system.
The engine control system on the model for General Countries is basically the same as that of the previous
model.
The engine control system (Bosch Type) of the new 4A-FE engine and previous 4A-FE engine are compered
below.
System Outline New Previous
EFI
A D-type EFI system is used, which indirectly detects
intake air volume by manifold pressure sensor signal.
f f
EFI
Electronic Fuel
Injection
The fuel injection system is a sequential multiport fuel
injection system.
f
Injection
The fuel injection system is a 2-group type, each of
which injects 2 cylinders simultaneously.
f
ESA
Electronic
Ignition timing is determined by the engine ECU based
on signals from various sensors.
f f
Electronic
Spark Advance
It retards ignition timing to suppress knocking when it
occurs.
f f
ISC
(Idle Speed Control)
A rotary solenoid type ISC system is used to control the
fast idle and idle speeds.
f f
Fuel Pump Control
Fuel pump operation is controlled by signals from the
engine ECU based on the engine speed signal (NE).
f f
Engine Immobiliser
Prohibits fuel delivery and ignition if an attempt is made
to start the engine with an invalid ignition key.
f f
Air Conditioner
Cut-Off Control
By controlling the air conditioner compressor in
accordance with the throttle valve opening angle and the
vehicle speed, driveability is maintained.
f f
Cooling Fan Control
Radiator cooling fan operation is controlled by signals
from engine ECU based on the water temperature sensor
signal (THW).
f
When the engine ECU detects a malfunction, the engine
ECU diagnoses and memorizes the failed section.
f f
Diagnosis
A newly developed diagnostic system which utilizes a
high speed bi-directional communication line to provide
extended diagnostic capabilities and features.
f
Fail-Safe
When the engine ECU detects a malfunction, the engine
ECU stops or controls the engine according to the data
already stored in memory.
f f
ENGINE 4A-FE ENGINE
ESA
SENSORS ACTUATORS
Engine
ECU
BATT
BATTERY
MANIFOLD PRESSURE SENSOR
CRANKSHAFT POSITION SENSOR
D Engine Speed Signal
D Crankshaft Angle Signal
WATER TEMP. SENSOR
INTAKE AIR TEMP. SENSOR
THROTTLE POSITION SENSOR
D Throttle Position Signal
HEATED OXYGEN SENSOR
KNOCK SENSOR
IMMOBILISER ECU
POWER STEERING OIL
PRESSURE SWITCH
AIR CONDITIONING AMPLIFIER
DATA LINK CONNECTOR 3
EFI
NO.1 INJECTOR
IGNITION COIL
DISTRIBUTOR
SPARK PLUGS
ISC
CONTROL VALVE
FUEL PUMP CONTROL
CIRCUIT OPENING RELAY
CHECK ENGINE LAMP
AIR CONDITIONING CUT-OFF
CONTROL
AIR CONDITIONING
AMPLIFIER
COMBINATION METER
ENGINE COOLANT TEMP.
GAUGE
VTA
OX1
KNK
IMI
PSW
A/ C
SIL
THA
THW
NE
PIM
IMO
IGT
RSC
FC
W
ACT
THWO
#10
RSO
HALL SENSOR
D Crankshaft Angle Signal
G
IGNITION SWITCH
D Ignition Signal
IGSW
COMBINATION METER
D Vehicle Speed Signal
SPD
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
COOLING FAN CONTROL
COOLING FAN RELAY
FAN
EFI MAIN RELAY
+B
TC
#20
#30
#40
36
2. Construction
The configuration of the engine control system in the 4A-FE engine of the new AVENSIS is as shown in the
following chart. Shaded portions differ from the 4A-FE engine of the previous model.
EG
ENGINE 4A-FE ENGINE
145EG17
Starter
Charcoal
Canister
Fuel Pump
Circuit
Opening
Relay
Ignition
Switch
Vehicle Speed
Sensor
DLC3
Check Engine Lamp
Air Conditioning
Amplifier
Battery
Engine ECU
Distributor
Ignition
Coil
BVSV
Intake
Air
Temp.
Sensor
ISC Valve
Throttle
Position
Sensor
Manifold
Pressure
Sensor
Injector
Knock Sensor
Water Temp.
Sensor
Crankshaft Position
Sensor
Heated
Oxygen
Sensor
TWC
37
3. Engine Control System Diagram
ENGINE 4A-FE ENGINE
T
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38
4. Layout of Components
EG
ENGINE 4A-FE ENGINE 39
5. Main Components of Engine Control System
General
The following table compares the main components of the 4A-FE engine in the new and previous model.
Model
Component
New Previous
Manifold Pressure Sensor Semiconductor Type z
Throttle Position Sensor Linear Type z
Crankshaft Position Sensor Pick-Up Coil Type, 1 z
Distributor Hall Sensor Hall Element Type z
Knock Sensor
Built-In Piezoelectric
Element Type, 1
z
Oxygen Sensor With Heater Type z
Injector 2-Hole Type z
ISC Valve Rotary Solenoid Type z
6. EFI (Electronic Fuel Injection System)
The injection pattern has been changed from the previous 2-group injection type to the Sequential Multiport
fuel injection type to improve the precision of the air-fuel ratio feedback control.
7. ISC (Idle Speed Control)
The power steering idle-up control has been changed from the system using an air control valve to the one
using a pressure switch and an ISC valve.
8. Cooling Fan Control
In the previous model, the operation of the cooling fan used to be controlled by the water temperature switch
provided at the water inlet of the engine. In the new model, the cooling fan is controlled by the engine ECU
based on the signal (THW) that is output by the water temperature sensor.
9. Engine Coolant Temperature Signal Output
In place of the temperature sender gauge used on the previous model, the engine ECU sends the engine cool-
ant temperature signal to the engine coolant temperature gauge in the combination meter.
ENGINE 4A-FE ENGINE
140EG127
140EG39
TC
TAC
SIL
CG
TE1
E1
TE2
IG
VF1
40
10. Diagnosis System
The M-OBD (Multiplex On-Board Diagnostic) system that has been adopted in the 4A-FE engine is the sys-
tem that has been improved upon the previous diagnostic system in order to perform troubleshooting in a
more efficient and accurate manner.
The functions of the M-OBD system can be fully utilized through the use of a hand-held tester.
The following table compares the M-OBD system and previous diagnostic system.
System
Item
M-OBD Previous Diagnostic
Check Connector and
Data Link Connector
The DLC3 (Data Link Connector 3)
has been newly provided. In addition,
the check connector terminals TE1,
TE2, and IG have been discontinued.
" DLC3 A
CG: Chassis Ground
SIL: Provides communication
between the engine ECU and
the hand-held tester.
TAC: Outputs the engine speed signal.
TC: Provides the same function as
the previous TE1 terminal.
The check connector is provided.
" Check Connector A
Diagnostic Trouble
Code Check Method
After connecting terminals TC and CG
of the DLC3, displays the code on
CHECK Engine Lamp in the
combination meter.
After connecting terminals TE1 and E1
of the check connector, displays the
code on CHECK Engine Lamp in the
combination meter.
Output Engine ECU
Date
The engine ECUs control data can be
output by connecting the hand-held
tester to the DLC3.
Output Date Speed: 9.6 kbps
The engine ECUs control data can be
output by connecting the hand-held
tester to the check connector.
Output Date Speed: 125 bps
EG
ENGINE 4A-FE ENGINE 41
Furthermore, on the M-OBD system, the functions listed below can be utilized by connecting the hand-held
tester to the DLC3.
Function Details
Diagnostic Trouble
Code
The system can output 5-digit diagnostic trouble codes to the tester, which
are more detailed than the previous 2-digit diagnostic trouble codes, thus
making it easier to identify the location of the problem.
Example:
Code 28 (Oxygen Sensor) P0130 (Oxygen Sensor)
P0135 (Oxygen Sensor Heater)
Freeze-Frame Data
The system can output freeze-frame data to the tester. This data (which
depicts the condition of the engine control system and the vehicle) is stored
in the engine ECU at the very moment when the engine ECU has detected
its last data of malfunction.
Active Test
Through the use of the tester, the actuators (VSV, fuel pump, ISC valve etc.)
can be activated to a desired state.
Trouble Code Clear
Through the use of the tester, trouble codes stored in the engine ECU can be
cleared.
D For details of the diagnostic trouble codes, active test, etc. described above, refer to the 4A-F, -FE/ 7A-FE,
Engine Repair Manual Supplement (Pub. No. RM611E).
D For details of the hand-held tester, refer to the Hand-Held Tester Operators Manual.
ENGINE 4A-FE AND 7A-FE ENGINES
145EG06 145EG05
145EG08 145EG07
42
4A-FE AND 7A-FE ENGINES (LEAN-BURN)
JDESCRIPTION
The 4A-FE and 7A-FE engines realized improvement in torque in the low- to mid-speed range by changing
the intake manifold and improvement in fuel economy by adopting resin-coated pistons.
" 4A-FE Engine A
" 7A-FE Engine A
EG
ENGINE 4A-FE AND 7A-FE ENGINES
145EG11
: New
: Previous
T
o
r
q
u
e
N
.
m
160
140
120
100 O
u
t
p
u
t
kW
90
80
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
43
JENGINE SPECIFICATIONS AND PERFORMANCE CURVE (4A-FE ENGINE)
4A-FE Engine
Item
New Previous
No. of Cyls. & Arrangement 4-Cylinder, In-Line z
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
z
Combustion Chamber Pentroof Type z
Manifold Cross-Flow z
Fuel System EFI z
Displacement cm
3
(cu. in.) 1587 (96.8) z
Bore x Stroke mm (in.) 81.0 x 77.0 (3.19 x 3.03) z
Compression Ratio 9.5 : 1 z
Max. Output [EEC] 74 kW@5800 rpm 73 kW@5800 rpm
Max. Torque [EEC] 136 N
.
m@4400 rpm 130 N
.
m@4800 rpm
Intake
Open 6_BTDC z
Valve
Intake
Close 38_ABDC z
Timing
Exhaust
Open 42_BBDC z
Exhaust
Close 2_ATDC z
Fuel Octane Number (RON) 95 z
Oil Grade
API SH EC-II,
SJ EC or ILSAC
z
ENGINE 4A-FE AND 7A-FE ENGINES
145EG12
: New
: Previous
T
o
r
q
u
e
N
.
m
160
140
120
100 O
u
t
p
u
t
kW
90
80
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
44
JENGINE SPECIFICATIONS AND PERFORMANCE CURVE (7A-FE ENGINE)
7A-FE Engine
Item
New Previous
No. of Cyls. & Arrangement 4-Cylinder, In-Line z
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
z
Combustion Chamber Pentroof Type z
Manifold Cross-Flow z
Fuel System EFI z
Displacement cm
3
(cu. in.) 1762 (107.5) z
Bore x Stroke mm (in.) 81.0 x 85.5 (3.19 x 3.37) z
Compression Ratio 9.5 : 1 z
Max. Output [EEC] 81 kW@5600 rpm 79 kW@5600 rpm
Max. Torque [EEC] 155 N
.
m@2800 rpm 150 N
.
m@2800 rpm
Intake
Open 2_BTDC z
Valve
Intake
Close 42_ABDC z
Timing
Exhaust
Open 38_BBDC z
Exhaust
Close 6_ATDC z
Fuel Octane Number (RON) 95 z
Oil Grade
API SH EC-II,
SJ EC or ILSAC
z
EG
ENGINE 4A-FE AND 7A-FE ENGINES 45
JMAJOR DIFFERENCES
The following changes have been made to the 4A-FE and 7A-FE Engines.
Item Features
Engine Proper
D The cylinder head intake port has been changed in shape to improve
engine performance and fuel economy.
D The pistons have been coated with resin to reduce friction loss and
improve fuel economy.
Valve Mechanism The spring tension of the valve springs are reduced to reduce friction loss.
Cooling System An aluminum radiator core is used for weight reduction.
Intake and Exhaust
System
D The ports of the intake manifold have been extended to improve torque
in the low- to mid-speed range.
D A ball joint has been adopted in the front exhaust pipe to reduce noise and
vibration. For details, see page 34.
D The internal construction of the main muffler has been optimized to
improve its quietness and reduce the exhaust pressure. For details, see
page 34.
D The support of the main muffler has been changed from the 3-point to
2-point support to reduce the noise and vibration that are transmitted to
the body.
Fuel System
D 4-hole type fuel injectors have been adopted to improve the atomization
of fuel.
D A fuel returnless system has been adopted to reduce evaporative
emissions. For details, see page 34.
Ignition System
D The DIS (Direct Ignition System) is used to enhance the reliability of the
ignition system.
D Iridium-tipped spark plugs have been adopted to improve ignition.
Engine Control
System
D The ESA system of the 4A-FE engine has adopted a knocking correction
function.*
D 1 Coil type ISC valve has been adopted.
D The power steering idle-up control has been changed from the system
using an air control valve to the one using a pressure switch and an ISC
valve.
D The radiator cooling fan is now controlled by the engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is adopted. For detail,
see page 40.
*: This function had already been adopted on the 7A-FE engine.
ENGINE 4A-FE AND 7A-FE ENGINES
145EG20 145EG21
Valve Stem
Guide Area
Helical Port Straight Port
Increased
145EG22
Resin
Coting
46
JENGINE PROPER
1. Cylinder Head
The cylinder head intake port (helical, straight) has been improved to improve engine performance and fuel
economy.
D The shape of the valve stem guide area of the helical port has been changed to improve the swirl ratio with-
out reducing the intake air volume to stabilize the lean-burn performance.
D The straight port diameter has been increased and the inside of the port has been made smoother to improve
the volumetric efficiency during high-load conditions.
D The area of the port communication passage has been reduced to optimize the fuel distribution to the heli-
cal and straight ports.
2. Piston
The piston skirt has been coated with resin to re-
duce friction loss.
EG
ENGINE 4A-FE AND 7A-FE ENGINES
145EG23
Actuator
Intake Air
Control Valve
141EG12
47
JINTAKE AND EXHAUST SYSTEM
1. Intake Manifold
D The intake manifold has been integrated with
the intake air chamber for weight reduction.
D The length of the intake port has been opti-
mized to improve the torque in the low- to mid-
range engine speed.
D The intake air control valve and actuators have
been integrated with the intake manifold.
JFUEL SYSTEM
1. Injector
A 4-hole type fuel injector has been adopted to im-
prove the atomization of fuel.
ENGINE 4A-FE AND 7A-FE ENGINES
140EG37
Camshaft
Position
Sensor
Crankshaft
Position
Sensor
Various
Sensors
G
NE
Engine
ECU
TAC
To Tachometer
IGT1
IGF
IGT2
From Battery
Igniter
Ignition Coil
Ignition Coil
No.1 Cylinder
Igniter
No.4 Cylinder
No.2 Cylinder
No.3 Cylinder
From Battery
145EG25 145EG24
Front High-Tension Cords
Plug Caps
Ignition Coils
(with Ignitor)
Secondary Coil
To High-Tension Cord
Igniter
Primary Coil Connector
Core
Ignition Coil Cross Section
48
JIGNITION SYSTEM
1. General
A DIS (Direct Ignition System) has been adopted in the new 4A-FE and 7A-FE engines. The DIS improves
the ignition timing accuracy, reduces high-voltage loss, and enhances the overall reliability of the ignition
system by eliminating the distributor.
The DIS in new 4A-FE and 7A-FE engines are a 2-cylinder simultaneous ignition system which ignites 2-cyl-
inders simultaneously with one ignition coil.
2. Ignition Coil
Construction
Construction the DIS system of the 4A-FE and 7A-FE engines consists of 2 sets of ignition coils integrated
with igniter and with the high-tension cords attached directly onto the ignition coil.
EG
ENGINE 4A-FE AND 7A-FE ENGINES
141EG06
Engine ECU
IGT
IGF
Ignition Coil
From Battery
Igniter
Spark Plugs
151EG39
0.7 mm
Iridium Tip
Platinum Tip
49
Operation
Prompted by the IGT signal received from the engine ECU, the power transistors in the igniter cuts off the
current to the primary coil in the ignition coil. Accordingly, the high voltage generated in the secondary coil
is supplied simultaneously to the two spark plugs via the high-tension cords that are connected to the both
ends of the secondary coil. At the same time, the igniter also sends an ignition confirmation signal (IGF)
as a fail-safe function to the engine ECU.
3. Spark Plugs
Iridium-tipped spark plugs have been adopted. Their center electrode is made of iridium, which excels in
wear resistance. As a result, the center electrode is made with a smaller diameter and improved the ignition
performance.
" Recommended Spark Plugs A
DENSO SK20R-P13
Plug Gap
1.2 1.3 mm
(0.047 0.051 in.)
ENGINE 4A-FE AND 7A-FE ENGINES 50
JENGINE CONTROL SYSTEM
1. General
In addition to newly adopting the knocking correction function in the ESA system of the 4A-FE engine, the
engine control system for all models has adopted a cooling fan control system and M-OBD (Multiplex On-
Board Diagnosis) system.
The engine control system of the new engines and previous engines are compered below.
System Outline New Previous
EFI
Electronic Fuel
A D-type EFI system is used, which indirectly detects
intake air volume by the manifold pressure sensor signal.
f f
Electronic Fuel
Injection
The fuel injection system is a sequential multiport fuel
injection system.
f f
Ignition timing is determined by the engine ECU based
on signals from various sensors.
f f
ESA
Electronic Spark
It retards ignition timing to suppress knocking if
knocking occurs.
f f
Advance
In vehicles equipped with automatic transaxle, torque
control compensation during gear shifting is used to
minimize the shift shock.
f* *f*
ISC
Idle Speed
Control
A rotary solenoid type ISC system is used, which
controls the fast idle and idle speeds.
f f
Intake Air Control
When the engine is under a light load and engine speed
is below predetermined level fuel economy is improved
by closing the intake air control valve.
f f
Fuel Pump
Control
Fuel pump operation is controlled by signals from the
engine ECU based on the engine speed signal (NE).
f f
Lean Mixture Sensor
Heater Control
Maintains the temperature of the lean mixture sensor at
an appropriate level to increase accuracy of detection of
the oxygen concentration in the exhaust gas.
f f
Air Conditioning
Cut-Off Control
By turning the air conditioning compressor ON or OFF
in accordance with the engine condition, drivability is
maintained.
f f
Cooling Fan
Control
Radiator cooling fan operation is controlled by signals
from engine ECU based on the water temperature sensor
signal (THW).
f
Engine Immobiliser
Prohibits fuel delivery and ignition if an attempt is made
to start the engine with an invalid ignition key.
f f
When the engine ECU detects a malfunction, the engine
ECU diagnoses and memorizes the failed section.
f f
Diagnosis
A newly developed diagnostic system which utilizes a
high speed bi-directional communication line to provide
extended diagnostic capabilities and features.
f
Fail-Safe
When the engine ECU detects a malfunction, the engine
ECU stops or controls the engine according to the data
already stored in memory.
f f
Econodrive
Monitor Control
Turns ON the indicator to inform the driver that the
engine is operating at the lean-burn air-fuel ratio.
f f
*: 7A-FE Engine Only
EG
ENGINE 4A-FE AND 7A-FE ENGINES
BATT
IMO
ESA
SENSORS ACTUATORS
Engine
ECU
BATTERY
MANIFOLD PRESSURE SENSOR
CRANKSHAFT POSITION SENSOR
D Engine Speed Signal
D Crankshaft Angle Signal
WATER TEMP. SENSOR
INTAKE AIR TEMP. SENSOR
THROTTLE POSITION SENSOR
D Throttle Position Signal
LEAN MIXTURE SENSOR
KNOCK SENSOR
STOP LIGHT SWITCH*
POWER STEERING OIL
PRESSURE SWITCH
TAILLIGHT RELAY
FRONT & REAR WINDOW
DEFOGGER
EFI
NO.1 INJECTOR
IGNITER
SPARK PLUGS
ISC
CONTROL VALVE
FUEL PUMP CONTROL
CIRCUIT OPENING RELAY
CHECK ENGINE LAMP
LEAN MIXTURE SENSOR
HEATER CONTROL
LEAN MIXTURE SENSOR
HEATER
AIR CONDITIONING CUT-OFF
CONTROL
AIR CONDITIONING
AMPLIFIER
VTA
LS
KNK1
PSW
ELS
ELS2
THA
THW
NE
PIM
STP
IGT1,IGT2
RSD
FC
W
HT
ACT
#10
CAMSHAFT POSITION SENSOR
D Crankshaft Angle Signal
G
IGNITION SWITCH
D Starting Signal
STA
COMBINATION METER
D Vehicle Speed Signal
SPD
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
COMBINATION METER
ENGINE COOLANT
TEMP. GAUGE
THWO
EFI MAIN RELAY
+B
#20
#30
#40
NEUTRAL START SWITCH*
D Neutral Start Signal
D Shift Lever Position Signal
NSW
BLOWER SWITCH
ELS3
AIR CONDITIONING AMPLIFIER
A/ C
IMMOBILISER ECU
IMI
DATA LINK CONNECTOR 3
SIL
IGNITION COIL
INTAKE AIR CONTROL
VSV
SCV
COOLING FAN CONTROL
COOLING FAN RELAY
FAN
ECONODRIVE MONITOR CONTROL
ECONODRIVE MONITOR
ED
R, 2, L
TC
IGF
51
2. Construction
The configuration of the engine control system in the new 4A-FE and 7A-FE engines is as shown in the fol-
lowing chart. Shaded portions differ from the previous 4A-FE and 7A-FE engines.
*: Applicable only to the automatic transaxle model.
ENGINE 4A-FE AND 7A-FE ENGINES
145EG26
Starter
Charcoal
Canister
Fuel Pump
Circuit Opening
Relay
Ignition
Switch
Vehicle Speed
Sensor
DLC3
Check Engine Lamp
Air Conditioning
Amplifier
Battery
Engine ECU
Electric
Load
Switch
Intake
Air
Temp.
Sensor
Camshaft
Position
Sensor
Ignition Coil x 2
(with Igniter)
Manifold
Pressure
Sensor
ISC Valve
Throttle
Position
Senosr
Vacuum
Tank
*
3
*
2
*
1
Lean Mixture
Sensor
TWC
Actuator
Crankshaft Position
Sensor
BVSV
52
3. Engine Control System Diagram
*
1
: Knock Sensor
*
2
: Water Temp. Sensor
*
3
: VSV (for Intake Air Control)
EG
ENGINE 4A-FE AND 7A-FE ENGINES
E
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53
4. Layout of Components
ENGINE 4A-FE AND 7A-FE ENGINES
145EG35 145EG34
Camshaft Pin
Front
Camshaft Position
Sensor
Coil
Magnet
Iron Core
Camshaft Position Sensor Cross Section
54
5. Main Components of Engine Control System
General
The following table compares the main components of the 4A-FE and 7A-FE engines in the new and pre-
vious model.
Model
Component
New Previous
Manifold Pressure Sensor Semiconductor Type z
Throttle Position Sensor Linear Type z
Crankshaft Position Sensor Pick-Up Coil Type, 1
Camshaft Position Sensor Pick-Up Coil Type, 1
Distributor
Crankshaft Position
Sensor
2 Pick-Up Coils in Series
Distributor
Camshaft Position
Sensor
Pick-Up Coil Type, 1
Knock Sensor
Built-In Piezoelectric
Element Type, 1
Built-In Piezoelectric
Element Type, 1*
Lean Mixture Sensor With Heater Type z
Injector 4-Hole Type 2-Hole Type
ISC Valve
Rotary Solenoid Type
(1-Coil Type)
Rotary Solenoid Type
(2-Coil Type)
*: 7A-FE Engine Only
Camshaft Position Sensors
The camshaft position sensor consists of a magnet, coil and iron core, and it is mounted onto the right side
of the cylinder head.
Each time when the camshaft rotates, the distance between the camshaft position sensor and the pin installed
on the camshaft is varied. This causes the magnetic flux passing through the coil in the camshaft sensor to
increase and decrease and to generate an electromotive force. Since the voltage generated when the pin on
the camshaft approaches the pickup coil is the opposite of when it departs, an alternating electrical current
is produced.
EG
ENGINE 4A-FE AND 7A-FE ENGINES
145EG36
145EG37
Crankshaft Position Sensor
Oil Pump Body
Timing Rotor
Coil
Magnet
Iron Core
Crankshaft Position Sensor Cross Section
141EG30
Engine ECU
RSD
Driver
ISC Valve
New
Engine ECU
RSO
RSC
ISC Valve
Previous
55
Crankshaft Position Sensor
The crankshaft position sensor also consists of a magnet, coil and iron core, and it is mounted on the oil pump
body as illustrated below.
The timing rotor is integrated with the crankshaft pulley. The rotors teeth are spaced 10_ apart according
to crankshaft angle, but since there are 2 teeth missing, as illustrated below, there is a total of 34 teeth. Ac-
cordingly, the engine ECU can detect the crankshaft angle in addition to the crankshaft speed.
ISC Valve
As on the previous model, a rotary solenoid type ISC valve is used to control the idle speed. However,
instead of the 2 coils used on the previous model, the new model uses 1 coil to simplify its system.
ENGINE 4A-FE AND 7A-FE ENGINES 56
7. ISC (Idle Speed Control)
The power steering idle-up control has been changed from the system using an air control valve to the one
using a pressure switch and an ISC valve.
8. Cooling Fan Control
In the previous model, the operation of the cooling fan used to be controlled by the water temperature switch
provided at the water inlet of the engine. In the new model, the cooling fan is controlled by the engine ECU
based on the signal (THW) that is output by the water temperature sensor.
9. Engine Coolant Temperature Signal Output
In place of the temperature sender gauge used on the previous model, the engine ECU sends the engine cool-
ant temperature signal to the engine coolant temperature gauge in the combination meter.
EG
ENGINE 3S-FE ENGINE 57
3S-FE ENGINE
JDESCRIPTION
The 3S-FE engine has improved its torque in the low- to mid-speed range by changing the intake manifold
and has adopted the DIS (Direct Ignition System) for its ignition system.
JENGINE SPECIFICATIONS AND PERFORMANCE CURVES
Engine
Item
New Previous
No. of Cyls. & Arrangement 4-Cylinder, In-Line z
Valve Mechanism
4-Valve DOHC,
Belt & Gear Drive
z
Combustion Chamber Pentroof Type z
Manifold Cross-Flow z
Fuel System EFI z
Displacement cm
3
(cu. in.) 1998 (121.9) z
Bore x Stroke mm (in.) 86.0 x 86.0 (3.39 x 3.39) z
Compression Ratio 9.8 : 1*
1
, 9.5 : 1*
2
z
Max Output
Europe 94 kW@5400 rpm 93 kW@5600 rpm
Max. Output
[EEC]
General
Countries
91 kW@5400 rpm 95 kW@5600 rpm
Max Torque
Europe 178 N
.
m@4400 rpm 178 N
.
m@4400 X 4800 rpm
Max. Torque
[EEC]
General
Countries
178 N
.
m@4400 rpm 182 N
.
m@4400 rpm
Intake
Open 3_BTDC z
Valve Timing
Intake
Close 43_ABDC z
Valve Timing
Exhaust
Open 45_BBDC z
Exhaust
Close 3_ATDC z
Fuel Octane Number RON 95*
1
, 90 or 95*
2
z
Oil Grade API SH EC-II, SJ EC ILSAC z
*
1
: For Europe Model
*
2
: For General Countries Model
ENGINE 3S-FE ENGINE
145EG45
T
o
r
q
u
e
N
.
m
170
160
150
140
O
u
t
p
u
t
kW
90
80
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
180
100
145EG46
T
o
r
q
u
e
N
.
m
170
150
130
O
u
t
p
u
t
kW
90
80
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
190
100
58
" For Europe A
" For General Countries A
EG
ENGINE 3S-FE ENGINE 59
JMAJOR DIFFERENCES
The following changes have been made to the 3S-FE Engine.
Item Features
Cooling System An aluminum radiator core is used for weight reduction.
Intake and Exhaust
System
D The ports of the intake manifold have been extended to improve torque
in the low- to mid-speed range.
D A ball joint has been adopted in the front exhaust pipe to reduce noise and
vibration.
D The internal construction of the main muffler has been optimized to
improve its quietness and reduce the exhaust pressure.
For details, see page 34.
D The support of the main muffler has been changed from the 3-point to
2-point support to reduce the noise and vibration that are transmitted to
the body.
Fuel System
A fuel returnless system has been adopted to reduce evaporative emissions*.
For details, see page 34.
Ignition System
D The DIS (Direct Ignition System) is used to enhance the reliability of the
ignition system.
Engine Control
System
D The fuel injection system is changed from a 2-group injection type to
sequential multiport fuel injection type.
D The power steering idle-up control has been changed from the system
using an air control valve to the one using a pressure switch and an ISC
valve.
D The radiator cooling fan is now controlled by the engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is adopted.
For details, see page 40.
*: Only for Europe Model
ENGINE 3S-FE ENGINE
150EG64
New Previous
141EG07 150EG65
Front
High-Tension Cords
Plug Caps
Ignition Coils
(with Igniter)
Secondary Coil
To High-Tension Cord
Igniter
Connector
Primary Coil Core
Ignition Coil Cross Section
60
JINTAKE AND EXHAUST SYSTEM
1. Intake Manifold
The low- to mid-speed range torque has been improved by increasing the diameter and the length of the intake
manifold port and by reducing the intake air chamber capacity.
JIGNITION SYSTEM
1. General
Similar to the 4A-FE engine, the DIS (Direct Ignition System) has been adopted to improve the reliability
of the ignition system.
EG
ENGINE 3S-FE ENGINE
141EG08
Ground Electrodes
61
2. Spark Plugs
Twin ground electrode spark plugs are used on the 3S-FE engine. Due to the adoption of the DIS system, the
number of sparks produced is double that produced in the conventional ignition system. To maintain spark
plug durability, the ground electrodes have been made bipolar.
" Recommended Spark Plugs A
DENSO K20TR11
NGK BKR6EKB11
Plug Gap
1.0 1.1 mm
(0.039 0.043 in.)
ENGINE 3S-FE ENGINE 62
JENGINE CONTROL SYSTEM
1. General
The 3S-FE engine has adopted the sequential multiport fuel injection system for its engine control system
as well as an M-OBD (Multiplex On-Board Diagnosis) system.
The engine control system of new 3S-FE engine and previous 3S-FE engine are compared below.
System Outline New Previous
EFI
A D-type EFI system is used, which indirectly detects
intake air volume by manifold pressure sensor signal.
f f
EFI
Electronic Fuel
Injection
The fuel injection system is a sequential multiport fuel
injection system.
f
Injection
The fuel injection system is a 2-group type, each of
which injects 2 cylinders simultaneously.
f
Ignition timing is determined by the engine ECU based
on signals from various sensors.
f f
ESA
Electronic Spark
It retards ignition timing to suppress knocking if it
occurs.
f f
Advance
In vehicles equipped with automatic transaxle, torque
control compensation during gear shifting is used to
minimize the shift shock.
f f
ISC
(Idle Speed Control)
A rotary solenoid type ISC valve is used, which controls
the fast idle and idle speeds.
f f
Fuel Pump Control
Fuel pump operation is controlled by signal from the
engine ECU.
f f
Oxygen Sensor
Heated Control
Maintains the temperature of the oxygen sensor at an
appropriate level to increase accuracy of detection of the
oxygen concentration in the exhaust gas.
f f
EGR Cut-Off
Control
The EGR is cut off under light engine loads or low
temperature conditions to maintain driveability.
f f
Air Conditioning
Cut-Off Control
By controlling the air conditioning compressor in
accordance with the throttle valve opening angle and the
vehicle speed, driveability is maintained.
f f
Cooling Fan
Control
Radiator cooling fan operation is controlled by signals
from engine ECU based on the water temperature sensor
signal (THW).
f
When the engine ECU detects a malfunction, the engine
ECU diagnoses and memorizes the failed section.
f f
Diagnosis
A newly developed diagnostic system which utilizes a
high speed bi-directional communication line to provide
extended diagnostic capabilities and features.
f
Fail-Safe
When the engine ECU detects a malfunction, the engine
ECU stops or controls the engine according to the data
already stored in memory.
f f
EG
ENGINE 3S-FE ENGINE
IGNITERS
SPARK PLUGS
IGNITION COILS
BATT
IMO
SENSORS ACTUATORS
Engine
ECU
BATTERY
MANIFOLD PRESSURE SENSOR
CRANKSHAFT POSITION SENSOR
D Engine Speed Signal
D Crankshaft Angle Signal
WATER TEMP. SENSOR
INTAKE AIR TEMP. SENSOR
THROTTLE POSITION SENSOR
D Throttle Position Signal
HEATED OXYGEN SENSOR*
1
VARIABLE RESISTOR*
2
STOP LIGHT SWITCH*
3
TAILLIGHT & FRONT AND REAR
WINDOW DEFOGGER
EFI
NO.1 INJECTOR
ISC
CONTROL VALVE
FUEL PUMP CONTROL
CIRCUIT OPENING RELAY
CHECK ENGINE LAMP
OXYGEN SENSOR HEATER
CONTROL*
1
OXYGEN SENSOR HEATER
AIR CONDITIONING CUT-OFF
CONTROL
AIR CONDITIONING
AMPLIFIER
VTA
OX
VAF
ELS1
THA
THW
NE
PIM
B/ K
IGT1,IGT2
ISCO
FC
W
HT
ACT
#10
CAMSHAFT POSITION SENSOR
D Crankshaft Angle Signal
G
IGNITION SWITCH
D Starting Signal
STA
COMBINATION METER
D Vehicle Speed Signal
SPD
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
COMBINATION METER
ENGINE COOLANT
TEMP. GAUGE
THWO
EFI MAIN RELAY
+B
#20
#30
#40
NEUTRAL START SWITCH*
3
D Neutral Start Signal
D Shift Lever Position Signal
NSW
AIR CONDITIONING AMPLIFIER
AC1
IMMOBILISER ECU*
1
IMI
DATA LINK CONNECTOR 3
SIL
COOLING FAN CONTROL
COOLING FAN RELAY
FAN
2, L
TC
IGF
KNOCK SENSOR
KNK
FUEL CONTROL CONNECTOR*
2
R/ P
POWER STEERING OIL
PRESSURE SWITCH
PSSW
EGR CUT-OFF CONTROL*
1
VSV
EGR
ISCC
ESA
63
2. Construction
The configuration of the engine control system in the new 3S-FE engine is as shown in the following chart.
Shaded portions differ from the previous 3S-FE engine.
*
1
: Only for Europe Model
*
2
: Only for General Countries Model
*
3
: Applicable only to the Automatic Transaxle Model.
ENGINE 3S-FE ENGINE
145EG29
Fuel
Filter
Charcoal
Canister
Fuel Pump
BVSV
Ignition
Switch
Igniters
VSV*
1
(for EGR)
Engine
ECU
DLC3
Vehicle Speed
Sensor
Neutral Start Switch*
3
Air Conditioning Amplifier
Check Engine Lamp
Battery
Electronic Load Signal
Intake
Air Temp.
Sensor
Throttle
Position
Sensor
ISC Valve
Manifold
Pressure
Sensor
EGR Vacuum
Modulator*
1
Crankshaft Position Sensor
TWC
Heated Oxygen
Sensor*
1
Water Temp.
Sensor
EGR Valve*
1
Knock
Sensor
Injector
Camshaft Position Sensor
Fuel
Return*
2
64
3. Engine Control System Diagram
*
1
: Only for Europe Model
*
2
: Only for General Countries Model
*
3
: Automatic Transaxle Model Only
EG
ENGINE 3S-FE ENGINE
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**
65
4. Layout of Components
ENGINE 3S-FE ENGINE
145EG31
Protrusion Camshaft Timing Pully
Camshaft Position Sensor
66
5. Main Components of Engine Control System
The following table compares the main components of the 3S-FE engine in the new and previous model.
Model
Component
New Previous
Manifold Pressure Sensor Semiconductor Type z
Throttle Position Sensor Linear Type z
Crankshaft Position Sensor Pick-Up Coil Type, 1
Camshaft Position Sensor Pick-Up Coil Type, 1
Distributor
Crankshaft Position
Sensor
Pick-Up Coil Type, 1
Distributor
Camshaft Position
Sensor
Pick-Up Coil Type, 1
Knock Sensor
Built-In Piezoelectric
Element Type, 1
z
Oxygen Sensor With Heater Type z
Injector 4-Hole Type 2-Hole Type
ISC Valve Rotary Solenoid Type z
Camshaft Position Sensor
The camshaft position sensor is mounted onto the cylinder head. Using the protrusion that is provided on
the timing pulley, the sensor generates 1 signal for every revolution.
This signal is then sent to the engine ECU as a crankshaft angle signal.
EG
ENGINE 3S-FE ENGINE
145EG32
Timing Rotor Crankshaft
Position Sensor
67
Crankshaft Position Sensor
The crankshaft position sensor is mounted on the oil pump body.
The timing rotor is integrated with the crankshaft pulley. The rotors teeth are spaced 10_ apart according
to crankshaft angle but since there are 2 teeth missing, as illustrated below, there is a total of 34 teeth.
Accordingly, the engine ECU can detect the crankshaft angle in addition to the crankshaft speed.
6. EFI (Electronic Fuel Injection System)
The injection pattern has been changed from the previous 2-group injection type to the Sequential Multiport
fuel injection type to improve the precision of the air-fuel ratio feedback control.
7. ISC (Idle Speed Control)
The power steering idle-up control has been changed from the system using an air control valve to the one
using a pressure switch and an ISC valve.
8. Cooling Fan Control
In the previous model, the operation of the cooling fan used to be controlled by the water temperature switch
provided at the bottom of the radiator lower tank. In the new model, the cooling fan is controlled by the engine
ECU based on the signal (THW) that is output by the water temperature sensor.
9. Engine Coolant Temperature Signal Output
In place of the temperature sender gauge used on the previous model, the engine ECU sends the engine cool-
ant temperature signal to the engine coolant temperature gauge in the combination meter.
ENGINE 2C-T AND 2C-TE ENGINES
145EG18
145EG19
68
2C-T AND 2C-TE ENGINES
JDESCRIPTION
Based on the 2C-T engine, the 2C-TE provides improved engine performance through the use of an intercool-
er, as well as improved driveability and reduced exhaust emissions through the use of an electronically con-
trolled injection pump.
In the 2C-T engine, the distance between the intake and exhaust valves in the cylinder head has been increased
to improve the cooling performance between the valves.
EG
ENGINE 2C-T AND 2C-TE ENGINES
Item
Engine
Model
145EG39 145EG38
: New (2C-TE)
: Previous (2C-T)
T
o
r
q
u
e
N
.
m
180
140
100
O
u
t
p
u
t
kW
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000
Engine Speed (rpm)
220
T
o
r
q
u
e
N
.
m
160
140
100
O
u
t
p
u
t
kW
70
60
50
40
30
20
10
0
1000 2000 3000 4000 5000
Engine Speed (rpm)
180
120
69
JENGINE SPECIFICATIONS AND PERFORMANCE CURVES
New Previous
2C-TE 2C-T 2C-T
No. of Cyls. & Arrangement 4-Cylinder, In-Line z
Valve Mechanism 8-Valve, OHC, Belt Drive z
Combustion Chamber Swirl Type z
Manifolds Cross-Flow z
Fuel System
Distributor Type
(Electronically Controlled)
Distributor Type
(Mechanically Controlled)
z
Displacement cm
3
(cu. in.) 1975 (120.5) z
Bore x Stroke mm (in.) 86.0 x 85.0 (3.39 x 3.35) z
Compression Ratio 23.0 : 1 z
Europe 66 kW@4000 rpm 60 kW/ 4000 rpm 61kW@4000 rpm
Max. Output [EEC]
General
Countries
60 kW/ 4000 rpm 61 kW@4000 rpm
Europe 203 N
.
m@2200 rpm 170 N
.
m@2000X3000 rpm 174 N
.
m@2000X3000 rpm
Max. Torque [EEC]
General
Countries
170 N
.
m@2000X3000 rpm 174 N
.
m@2000X3000 rpm
Intake
Open 7_BTDC z
Valve
Intake
Close 35_ABDC 33_ABDC
Timing
Exhaust
Open 56_BBDC z
Exhaust
Close 5_ATDC z
Fuel Cetane Number 48 or higher z
Oil Grade CF-4 API CD or Better
" For Europe A " For General Countries A
ENGINE 2C-T AND 2C-TE ENGINES 70
JMAJOR DIFFERENCES
The following changes have been made to the 2C-TE and 2C-T engine.
Item Features 2C-TE 2C-T
Engine Proper
D The distance between the intake and exhaust valves in
the cylinder head has been increased to improve the
cooling performance.
D The shape of the combustion chamber has been opti-
mized to improve the torque in the low- to mid-speed
range.
f f
Intake and
D A diesel throttle has been adopted to reduce intake air
noise and vibration.
D An intercooler has been adopted to improve engine
performance.
D The exhaust manifold adopts a two-part construction
to improve its reliability.
f
Exhaust System
D The internal construction of the main muffler has been
optimized to improve its quietness and reduce the ex-
haust pressure.
D The support of the main muffler has been changed
from the 3-point to 2-point support to reduce the noise
and vibration that are transmitted to the body.
f f
Turbocharger
System
The size of the vanes and the clearance between various
parts have been optimized to improve the turbocharging
efficiency.
f
Cooling System An aluminum radiator core is used for weight reduction. f f
Fuel System An electronically controlled injection pump is used. f
Engine Control
System
D An electronic fuel injection system has been adopted.
D M-OBD (Multiplex On-Board Diagnosis) system is
adopeted.
f
EG
ENGINE 2C-T AND 2C-TE ENGINES
145EG40
Increased
Intake Exhaust
141EG22 141EG21
Crankshaft Position Sensor
Protrusion
Cylinder Block Crankshaft
71
JENGINE PROPER
1. Cylinder Head
The distance between the intake and exhaust
valves has been increased to improve the cooling
performance.
2. Cylinder Block and Crankshaft (Only for 2C-TE ENGINE)
Along with the adoption of the engine control system, a crankshaft position sensor has been provided in the
cylinder block, and a protrusion has been provided on the crankshaft to generate a signal.
ENGINE 2C-T AND 2C-TE ENGINES
145EG48
145EG41
Intercooler
145EG53
Bellows
72
JINTAKE AND EXHAUST SYSTEM
1. Diesel Throttle (Only for 2C-TE Engine)
D The throttle valve that is not linked directly to
an accelerator pedal has been adopted to reduce
the noise and vibration during idling, decelera-
tion, and when the engine is stopped.
D The throttle valve opening is controlled by the
engine ECU in accordance with the engine
condition, in the following 3 stages: wide open,
idle opening, and fully closed.
2. Intercooler (Only for 2C-TE Engine)
An intercooler has been adopted to improve en-
gine performance.
The intercooler is provided in the left side of the
front bumper.
3. Exhaust Manifold (Only for 2C-TE Engine)
The exhaust manifold adopts a two-part construc-
tion in which the two parts are connected by a bel-
lows to improve the manifolds reliability.
EG
ENGINE 2C-T AND 2C-TE ENGINES
145EG42
: Extended portion
Outlet Pipe
Exhaust Gas
145EG47
Fuel Temp. Sensor
Engine Speed Sensor
Spill Control Valve
Injection Pump
Calibration Unit
Timing Control Valve
73
3. Exhaust Pipe
The outlet pipe in the main muffler has been ex-
tended and various components have been opti-
mally located to improve quietness and reduce the
exhaust pressure.
JFUEL SYSTEM
1. Injection Pump (Only for 2C-TE Engine)
Along with the adoption of the engine control system, a spill control valve, timing control valve, fuel temper-
ature sensor, engine speed sensor, and injection pump calibration unit have been provided.
ENGINE 2C-T AND 2C-TE ENGINES 74
JENGINE CONTROL SYSTEM (ONLY FOR 2C-TE ENGINE)
1. General
To operate the engine is an optimal condition. The engine control system of the 2C-TE engine have general
control of the following functions: fuel injection volume control, fuel injection timing control and idle speed
control. In addition, a diagnosis function has been added to improve the serviceability of the engine.
System Outline
Fuel Injection Volume
Control
Based on the signals received from the sensors, the engine ECU determines
the fuel injection volume in accordance with the engine condition.
Fuel Injection Timing
Control
Based on the signals received from the sensors, the engine ECU determines
the fuel injection timing in accordance with the engine condition.
Idle Speed Control
The engine ECU determines the idle speed in accordance with the engine
condition, and controls the fuel injection volume in order to achieve the
target idle speed.
Stable Idling Control
Corrects the fuel injection volume that is directed to each cylinder during
idling, thus reducing engine vibration.
Diesel Throttle
Control
Controls the throttle valve opening in 3 stages in accordance with the engine
condition.
Glow Plug Control
Controls the length of time when the current is applied to the glow plugs in
accordance with the coolant temperature.
EGR Control Controls the engine EGR volume in accordance with the engine condition.
Air Conditioning
Cut-Off Control
By controlling the air conditioning compressor ON or OFF in accordance
with the engine condition, drivability is maintained.
Engine Immobiliser
Prohibits fuel delivery if an attempt is made to start the engine with an invalid
ignition key.
Diagnosis
D When the engine ECU detects a malfunction, the engine ECU diagnoses
and memorizes the failed section.
D A newly developed diagnostic system which utilizes a high speed
bi-directional communication line to provide extended diagnostic
capabilities and features.
Fail-Safe
When the engine ECU detects a malfunction, the engine ECU stops or
controls the engine according to the data already stored in memory.
EG
ENGINE 2C-T AND 2C-TE ENGINES
GLOW PLUG CONTROL
SENSORS ACTUATORS
Engine
ECU
BATTERY
TURBO PRESSURE SENSOR
D Intake Manifold Pressure Signal
IMMOBILISER ECU
GLOW INDICATOR LAMP
GLOW PLUG RELAY
FUEL INJECTION VOLUME
CONTROL
SPILL CONTROL VALVE
VSV (for Turbo Pressure Sensor)
IMI
PIM
IMO
G-IND
SPV
PA
MAIN RELAY
+B
FUEL INJECTION TIMING
CONTROL
TIMING CONTROL VALVE
TCV
EGR CONTROL
VACUUM REGULATING VALVE
EGR
AIR CONDITIONING CUT-OFF
CONTROL
AIR CONDITIONING
AMPLIFIER
ACT
MAIN RELAY
MREL
CHECK ENGINE LAMP
W
DIESEL THROTTLE
CONTROL
VSV (Idle Opening)
VSV (Fully Closed)
S/ LU
COMBINATION METER
ENGINE COOLANT TEMP. GAUGE
THWO
ENGINE SPEED SENSOR
D Engine Speed Signal
NE
CRANKSHAFT POSITION SENSOR
D Crankshaft Angle Signal
TDC
WATER TEMP. SENSOR
THW
FUEL TEMP. SENSOR
THF
INTAKE AIR TEMP. SENSOR
THA
ACCELERATOR PEDAL
POSITION SENSOR
D Idling Signal
D Accelerator Pedal Position
Signal
IDL
INJECTION PUMP
CALIBRATION UNIT
DATA
IGNITION SWITCH
D Starting Signal (ST Terminal)
D Ignition Signal (IG Terminal)
STA
COMBINATION METER
D Vehicle Speed Signal
SP1
BLOWER SWITCH
D Blower Switch Signal
BLM
AIR CONDITIONER AMPLIFIER
D A/ C Switch Signal
AC1
DATA LINK CONNECTOR 3
TC
ACCELERATOR PEDAL SWITCH
D Accelerator Pedal Fully Closed
Signal
PDL
SIL
VA,VAS
CLK
IGSW
SREL
S/ TH
BATT
75
2. Construction
The configuration of the engine control system which can be broadly divided into three groups: the engine
ECU, the sensors and the actuators, is shown in the following chart.
ENGINE 2C-T AND 2C-TE ENGINES
145EG44
Engine
Speed
Sensor
Injection Pump
Calibration Unit
Fuel Temp.
Sensor
Spill Control
Valve
Engine
ECU
Accelerator Pedal
Position Sensor
Accelerator Pedal Switch
Vehicle Speed Signal
Blower Switch Signal
Air Conditioner Signal
VSV
for Sub
Actuator
Intake Air
Temp.
Sensor
Turbo
Pressure
Sensor
VSV
for Turbo Pressure
Sensor
Water Temp. Sensor
Crankshaft Position
Sensor
EGR Valve
Turbocharger
Inter-
Cooler
VSV1
for Main
Actuator
Ignition Switch Signal
Timing Control
Valve
Vacuum
Regulating
Valve
76
3. Engine Control System Diagram
EG
ENGINE 2C-T AND 2C-TE ENGINES
G
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o
w

P
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u
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n

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S
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(
f
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r

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77
4. Layout of Components
ENGINE 2C-T AND 2C-TE ENGINES
141EG26
V
5
0
O
u
t
p
u
t

V
o
l
t
a
g
e
60
(450)
86.7
(650)
206.7
(1550)
kPa
(mmHg)
Absolute Pressure
Turbo Pressure Sensor
Output Characteristics
141EG45 141EG44
+
"
0
#

O
u
t
p
u
t

V
o
l
t
a
g
e
360_CA*
11.25_CA*
Engine Speed
Sensor
Roller
Ring
Drive
Shaft
Timing
Rotor
78
5. Main Components of Engine Control System
Turbo Pressure Sensor
The turbo pressure sensor consists of a semicon-
ductor which utilizes the characteristic of a sili-
con chip that changes its electrical resistance
when pressure is applied to it. The sensor con-
verts the intake air pressure into an electrical sig-
nal, and sends it to the engine ECU in an ampli-
fied form.
In addition, the atmospheric pressure can be de-
tected by switching the piping passage through
the operation of the VSV.
Engine Speed Sensor
The engine speed sensor is attached to the roller ring in the injection pump to detect the engine speed.
The timing rotor is attached to the drive shaft. Missing 2 teeth at each of the 4 locations, the timing rotor
generates a signal every 11.25_ (crankshaft angle) with its 56 teeth.
*: CA (Crankshaft Angle)
EG
ENGINE 2C-T AND 2C-TE ENGINES
141EG46
Crankshaft Position
Sensor
To Engine
ECU
Protrusion Crankshaft
145EG47
Fuel Temp. Sensor
Fuel Pump Calibration Unit
145EG54
Fuel Passage
Valve
Coil
Moving
Core
Starter Core
Spring
79
Crankshaft Position Sensor
The crankshaft position sensor is attached to the
cylinder block. Using the protrusion that is pro-
vided on the crankshaft, the sensor generates 1
signal for every revolution. This signal is then
sent to the engine ECU as a crankshaft position
signal.
Fuel Temperature Sensor
The fuel temperature sensor is attached to the in-
jection pump, and uses an internal thermistor to
detect the fuel temperature.
Fuel Pump Calibration Unit
To compensate for the shift in injection volume
and injection timing caused by the variances in
the injection pump itself, a correction is made by
using the data that is stored in the ROM in the
fuel pump calibration unit.
Timing Control Valve
The timing control valve is attached to the injec-
tion pump. In accordance with the signals from
the engine ECU, it opens the valve in the fuel
passage between the high-pressure chamber and
the low-pressure chamber, thus controlling the
injection timing.
When the current flows to the coil of the timing
control valve, the starter core becomes an elec-
tromagnet to push and compress the spring. This
causes the moving core to retract and open the
fuel passage.
ENGINE 2C-T AND 2C-TE ENGINES
141EG48
Spill Passage
Return
Plunger To Injection Nozzle
145EG50
Accelerator Pedal
Switch
Accelerator Pedal
Position Sensor
Accelerator
Pedal
80
Spill Control Valve
The spill control valve is attached to the injection pump to control the fuel injection volume in a accordance
with the signals received from the engine ECU. When the current applied to the spill control valve is shut
off, the valve in the spill control valve opens by the difference in pressures. Thus, the pressure in the plunger
decreases causing the injection nozzle to stop injection fuel.
The length of time till the spill control valve is turned OFF becomes the fuel injection time. Thus, the fuel
injection volume is controlled by increasing or decreasing the length of time till the spill control valve is
turned OFF.
Accelerator Pedal Position Sensor
D The accelerator pedal position sensor uses a
hall element that outputs voltage that changes
linearly in relation to the amount of pedal ef-
fort that is applied to the accelerator pedal.
The accelerator pedal position sensor uses a
duplex system to ensure its reliability.
D An idle switch that detects the fully closed
condition of the accelerator pedal is enclosed
in the accelerator pedal position sensor.
Accelerator Pedal Switch
Detects the fully closed condition of the acceler-
ator pedal.
EG
ENGINE 2C-T AND 2C-TE ENGINES
141EG50
Injection Pump
Spill Control Valve
To Injection
Nozzle
Engine
ECU
Engine Speed Signal
Water Temp. Signal
Accelerator Pedal Position Signal
Intake Air Temp. Signal
Intake Manifold Pressure Signal
Fuel Temp. Signal
Atomosphere Pressure Signal
Fuel Pump Calibration Unit Signal
81
6. Fuel Injection Volume Control
Based on sensor signals, the engine ECU controls the fuel injection volume by calculating the fuel injection
volume that is appropriate for the engine condition.
Function of Engine ECU
The engine ECU calculates the basic injection volume based on the throttle opening and engine speed, and
the maximum injection volume for the engine condition. The two injection volumes are then compared, and
the lesser of the two is selected. A correction value, which is obtained via the correction resistors, is added
to that injection volume, thus determining the final injection volume.
1) Basic Injection Volume
Determined in accordance with the throttle opening and the engine speed.
2) Maximum Injection Volume
Based on the signals received from the sensors, correction values are added to the theoretically required
injection volume (basic maximum injection volume) to determine the maximum injection volume during
engine operation.
a. Basic Maximum Injection Volume
Determined in accordance with the engine speed.
b. Intake Manifold Pressure Correction
Corrects the basic maximum injection volume in accordance with the intake manifold pressure. The
higher the intake manifold pressure becomes, the larger the injection volume becomes.
ENGINE 2C-T AND 2C-TE ENGINES
141EG50
Injection Pump
To Injection
Nozzle
Engine
ECU
Engine Speed Signal
Water Temp. Signal
Accelerator Pedal Position Signal
Intake Air Temp. Signal
Intake Manifold Pressure Signal
Atomosphere Pressure Signal
Timer Piston
Timing Control Valve
Fuel Pump Calibration Unit Signal
82
c. Intake Air Temperature Correction
Corrects the variance in the air-fuel ratio that is created by the difference in the density of the intake
air in accordance with the intake air temperature. The higher the intake air temperature becomes, the
smaller the injection volume becomes.
d. Fuel Temperature Correction
Corrects the variance in the injection volume that is created by the difference in the density of the fuel
in accordance with the fuel temperature. The higher the fuel temperature becomes, the larger the injec-
tion volume becomes.
3) Starting Injection Volume Control
Determines the fuel injection volume during starting in accordance with the starting signal and the water
temperature signal. When the engine is cold, the lower the coolant temperature becomes, the larger the
injection volume becomes.
7. Fuel Injection Timing Control
Based on the signals received from the sensors, the engine ECU calculates and controls the fuel injection tim-
ing to be optimal for the engine condition.
Function of Engine ECU
The engine ECU adds the corrections from the sensor signals to the basic fuel injection timing to calculate
the fuel injection timing that is optimal for the engine condition.
1) Basic Injection Timing
The basic injection timing is determined in accordance with the injection volume and the engine speed.
EG
ENGINE 2C-T AND 2C-TE ENGINES
141EG50
Injection Pump
Spill Control Valve
To Injection
Nozzle
Engine
ECU
Engine Speed Signal
Water Temp. Signal
Accelerator Pedal Position Signal
Vehicle Speed Signal
A/ C Switch Signal
Staring Signal
Blower Switch Signal
Fuel Pump Calibration Unit Signal
83
2) Injection Timing Correction
a. Intake Manifold Pressure Correction
Corrects the basic fuel injection timing in accordance with the intake air pressure. The injection timing
is advanced when the intake air pressure is low in such the case as of high altitude areas.
b. Water Temperature Control
Corrects the basic fuel injection timing in accordance with the water temperature. The injection timing
is advanced when the water temperature is low.
3) Starting Injection Timing Control
The starting injection timing is determined in accordance with the starting signal, water temperature sig-
nal, and engine speed. The injection timing is advanced when the water temperature is low and engine
speed is high.
8. Idle Speed Control
D In this system, the engine ECU calculates the target engine speed in accordance with the engine condition,
and determines the fuel injection volume, thus controlling the idle speed rpm.
D During cold operation, the idle is increased by turning ON the blower switch, thus improving the heating
performance of the heater.
Function of Engine ECU
1) Feedback Control
During idling, the feedback control controls the injection volume to achieve the target idle speed, if there
is a difference between the target idle speed calculated by the engine ECU and the actual idle speed.
ENGINE 2C-T AND 2C-TE ENGINES
145EG49
Throttle
Valve
Actuator (Main)
VSV 1
VSV 2
Actuator (Sub)
Engine
ECU
From Vacuum Pump
Engine Speed Signal
Water Temp. Signal
Accelerator Pedal
Position Signal
Atomosphere Pressure
Signal
84
2) Warm-Up Control
Controls the injection volume during warm-up to achieve an optimal fast idle speed in accordance with
water temperature.
3) Engine Speed Change Estimate Control
Immediately after the air conditioning switch is engaged, the idle speed can be affected by the change
in the load that is applied to the engine. To prevent this symptom, the engine speed-change estimate con-
trol increases or decreases the injection volume before the idle speed changes.
9. Stable Idling Control
Immediately after the air conditioning switch is turned ON or OFF, the load applied to the engine changes,
causing the idle speed to fluctuate. To prevent this symptom, the engine speed-change estimate control in-
creases or decreases the injection volume before the idle speed fluctuates.
10. Diesel Throttle Control
The opening of the throttle valve that is installed on the intake manifold is controlled by the engine ECU in
accordance with the engine condition, in the following 3 stages: wide open, idle opening, and fully closed.
As a result, the noise that is generated during idling and deceleration, as well as the noise and vibration that
are generated when the engine is stopped, have been reduced.
" System Diagram A
VSV
Throttle Valve
VSV 1 VSV 2
Wide Open OFF OFF
Idle Opening ON OFF
Fully Closed ON ON
EG
ENGINE 2C-T AND 2C-TE ENGINES
141EG31
Vacuum Pump
Vacuum Damper
Vacuum Regulating Valve
Intake
Engine
EGR Valve
Exhaust
Engine
ECU
Water Temp. Signal
Engine Speed Signal
Throttle Position Signal
Intake Air Pressure Signal
145EG51
To EGR Valve
From Vacuum Pump
Atomosphere
85
11. EGR Control
In the EGR control system, the engine ECU controls the vacuum regulating valve to recirculate an appropri-
ate amount of exhaust gas to the combustion chamber in accordance with the engine condition. This results
in slower combustion rate, lower combustion temperature, and reduced NOx emissions.
" System Diagram A
Construction
1) Vacuum Regulating Valve
Controls the vacuum that is applied by the vacuum pump to the EGR valve in accordance with the signals
from the engine ECU.
ENGINE 2C-T AND 2C-TE ENGINES
145EG52
From
Vacuum
Regulating
Valve
From
Exhaust
Manifold
To Intake
Manifold
86
2) EGR Valve
Using the vacuum from the vacuum regulat-
ing valve, the EGR valve opens and closes the
valve to introduce exhaust gas into the intake
manifold.
Operation
1) Based on the signals from the sensors, the engine ECU applies duty control to the current that is applied
to the vacuum regulating valve, thus regulating the vacuum that is applied to the EGR valve. Thus, the EGR
valve opening is controlled to provide the volume of EGR gas that is appropriate for the engine condition.
2) The EGR function is stopped under the conditions given below to ensure drivability and to reduce diesel
smoke.
D The water temperature is below 60_C (140_F).
D The vehicle is driven under high load condition.
D During decelecration (The EGR operates at idle)
11. Engine Immobiliser System
The engine immobiliser system has been designed to prevent the vehicle from being stolen. This system uses
a transponder key computer that stores the ID code of the authorized ignition key. If an attempt is made to
start the engine using an unauthorized key, the transponder key computer emits a signal to the engine ECU
to prohibit fuel delivery effectively in order to disable the engine. For details, see page 151 in the Engine
Immobiliser system section.
12. Diagnosis
D If the engine ECU detects any problem with a sensor or an electrical circuit, it turns ON the CHECK EN-
GINE lamp in the combination meter to inform the driver. In addition, the malfunction code will be stored
in memory.
D An M-OBD (Multiplex On-Board Diagnostic) System has been adopted to improve serviceability. For de-
tails, see page 40.